Vehicle diaphragm



June 23 1942 cHRlsTlANsoN 2,287,757

VEHICLE DIAPHRAGM Filed oct. 19, .1940 e Sheets-sheet 1 June Z3, 1942. CHRISTIANsoN 2,287,757

VEHICLE DIAPHRAGM l Filed oct. 19, 1940 s sheets-sheet 2 June 23, 1942. 2 A. cHRlsTlANsoN 2,287,757

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VEHICLE DIAPHRAGM Filed ocx. i9, 1940 e sheetsQshee't 5 v Patented June 23, 1 942 UNITED STATI-:sv PATENT "OFFICE Y VEHICLE DLAPHRAGM Andrew Christiansen, Hammond, Ind., assignor to Pullman-Standard Car Manufacturing Company, Chicago, Ill., a corporation of Delaware Application October '19, 1940, Serial No. 361,980 I (Cl. S- 15) 9 Claims.

and permitting negotiation Aof l curves without parting adjoining passageway plates.

It is an important object of the invention so to support and guide the face plate and diaphragms as to maintain alignment thereof with the car and periphery and passageway.

An object of the invention is the provision of single upper and lower central buiiingmechanisms for maintaining the face plate and diaphragm in extended position and having` means associated with said mechanisms for maintaining parallelism between the face plate and car end.

Another object of the invention is the provision of a face plate fully out of metallic supporting contact with the car from which it is suspended.

Another object of the invention is lthe .provision of transverse strut members positively to prevent lateral displacement of the face plate and guide the in-and-out buiing movements thereof. Y

A further and important object of the invention is the provision of a face plate having hinged wing members utilizing torsional spring hinges for resisting displacement of and restoration of the wing members to theirnormal parallel position after displacement.

A still further object of the invention is the provision of a streamlining face plate having buiilng surfaces in a single plane adapted to contact complemental surfaces of an adjoining face plate and provided with passageway plate portions out of contact with complementa] portions o1' an adjoining plate and having sealing means on each adapted cooperatively to weatherproof the passageway.

The foregoing and other and more speciiic ob- 'Jectsof the invention will become apparent from transverse guide strut and the supporting mechanism and passageway;

Fig. 3 is a vertical, sectionalview taken on the line 3-3 oi Fig. 1' showing the disposition 'of the upper and lower transverse guiding struts and the relation of the vertical supporting struts;

Fig. 4 is a fragmentary view in section taken on the line 4-4 of Fig. 1 showing an upper supporting strut connection in detail;

Fig. 5 is a top plan view of a fragment of the face plate at the position of`the hinge joint between the passageway plate and a wing member;

Fig. 6 is a vertical, sectional view through the hinge' showing the torsional spring Hrneans;

Fig. 7 is a vertical, longitudinal, 'sectional view taken on the line 1-1 of Fig. 1 and showing the method oi' maintaining 'the diaphragms extended; Fig. 8 is a. transverse, sectional view'through the flexible connections of the upper buiiing device and transverse guiding strut to the face plate;

Fig. 9 is a transverse, sectional view through the bottom guiding strut showing its flexible connection to the car end wall and to the face plate and also showing the exible connection between lthe lower buiilng device and face plate;

Fig. 10 is an enlarged, fragmentary., sectional view of the connection of the streamlining diaphragm to a car end wall;

Fig. 11 is a horizontalgsectional view through one leg of the passageway plate, showing the method of attaching the fabric covering for weatherproong the passageway;

1 Fig. l2 is a fragmentary perspective view of one end of the car; showing the diaphragm and face plate arrangement ,with the diaphragm indicated somewhat diagrammatically, some'of the parts of the car being omitted for the purpose of clarity;

Fig. 13 is an enlarged fragmentary horizontal sectional view of the ends of two coupled cars, showing the relative positions of the cooperating diaphragm .and face plate arrangements `on the ends of the cars, with thecars in the positions they assume on a straight track;

Fig. 14 is an enlarged detail view of the dia- -phragm ,and attaching means on .one car, the members being shown in section; and

Fig. 15 is a diagrammatic view of a pairof cars coupled together, showing the diaphragm closing the space betweenA the cars.

This is related to application Serial No. 157,672, now Patent No. 2,243,854,'lled August 6, 1937,

, by applicant and another.

As best shown in Fig. 1 of the drawings, the main section of the face plate comprises the central portion l0 lof the passageway I6, consisting of the upper flanged bumng plate"V l i and lower buffer langle i2, connected at the rear side of II and I2,

,upper passageway through which the strut 32 extends.

their respective webs I3 and I4 by pressed channel-'shaped vertical leg members ,I5 at each side of the passageway and all integrated by Welding. The vertical leg members I5, in addition to the connections afforded by the buffer members are connected by a channel-shaped plate member I1, secured to the vertical legs and buffer plate II by welding and an angle member I8 extending between and welded to the legs I5. The face of the vertical flange 20 of the angle I8 is in the same plane with the bufling surface of the members II and I2, thereby affording greater contacting areav between adjoining face plates.

As shown in Fig. 7, the vertical legs I and top connecting member I1 are in a plane rearwardly of the bufllng members Il, I2 and I8, so that between adjoining face plates only those bufling members are in actual complemental me-v tallic contact. The connecting member I1 and the legs I5l from the connecting member to the horizontal flange 2l of the buffer angle are covered with fabric 22, having nap 23 extending outwardly beyond the bufflng surface of members II, I2 and I8 adapted to cooperate with the nap on an adjoining face plate to seal the space existingtherebetween and render the passageway between adjoining cars weatherproof at this point'. The fabric 22, as best shown in Fig. 11, is v'secured to the face plate by means `of small rivets 24 disposed at intervals throughout the surface' area of the fabric, and metal binding strips l26 secure the edges of the fabric to the flanges of the channels I5 and I1 and to the web of channels I5 at the uppermost edges of the fabric; Rivets 25 secure the binding strips 26 in place. the' car end wall 30 by means of tubular strut members 32 forming the subject-matter of United States Patent No. 2,096,938, of October 26, .1937.

The face plate is supported from' core 42 is maintained in spaced relation to the threaded portion 41 of the strut 32, and an adjustable connection is afforded permitting variation in the length of struts 32. The connections are designed to prevent other than strictly pivotal action, and for this purpose the rubber 4I is initially compressed to prevent vertical oscillation of the joints. After insertion of the units 48 in the cup-like receptacles 39, a metal washer The strut members 32, and their application,

are best shown in Figs. 1,' 3 and 4, extending vertically between andv pivotally secured to brackets 3l and-33, secured, respectively,

to the face plate at the bottom and to the car end wall 30 at the top of opposite sides of the passageway I6. The brackets 3I are secured by rivets 34 to plates 35,'which are welded along their bottom edges to the horizontal flange 2I of the buffer angle and at their respective back sides to the outside flange of `each of the vertical legs I5. The brackets 33 are attached by rivets 36 to pressed channel-shaped plates 31, secured at their flanged edges tothe end wall 38 by welding and substantially at the position of end plate 38 for greater strength. The upper and lower brackets are exactly alike and merely reversed in their application to the end wall and face plate, respectively.

' tion 42 which has encircling ribs 43, affording a better purchase for p positive support .for the the core 42 is countersunk at each end, as

the rubber and a more connection. Preferably at 44, and nuts threaded in opposing relation upon the strut 32 at opposite vends of the core, have. protruding portions 48 in complemental engagement with saidcountersunk ends, whereby the 40 is placed and`v or cap 48, having a projecting annular portion 58 in engagement with the rubber 4I, is placed about the protruding portion of the core 42, and, after final adjustment of the nuts 4 5, is drawn up tightly against the rubber by means of bolts 5I penetrating thev cap and threaded into the receptacle 39, thereby to place the rubber under initial compression sufficient to prevent vertical resiliency but allowing enough flexing to permit pivotalaction of the joints, thus `allowing for the necessary in-and-out and angular movements of the face plate. By the disposition of the struts 32 at opposite sides of the center of the face plate, all vertical movement of the plate is prevented and canting, or transverse rocking thereof, is eliminated, and vertical alignment between adjoining face plates is positively assured.

The bufling mechanism for keeping the diaphragm and face plate extended is best shown in Fig. '1, and comprises upper and lower central bufilng gearsof substantially similar const ruction in the respective planes of the bufiing plate I I and buffer angle I2. Upper and lower built-up spring pockets 52 and 52', comprising cylindrical tubes 53 and 54 having annular flange plates 55 and- 56 and perforated end abutment members 51 and 58, secured, respectively, thereto by welding, are secured in the end wall 30 and buffer end sill 80, respectively. yBrackets 6I and 62 are welded, respectively, to the buffer plate II and buffer angle I2, and each is provided with a depending boss 63 and 64, respectively, having downwardly converging walls affording conical bearings for the respective buffer stem assemblies.

The buffer stem assemblies comprise the stems 65 and 66, covered by sound-deadening composition tubes 61 and 68, extending through openings 10 and 1I in'the end members 51 and 58, having washers 12 and 13 for limiting outward movement of the stems, and consequently the face plate, and held in place against shoulders 14 and 15 by nuts16 and 11 taking the threaded end portions 18 and 19, respectively. Coil springs 80 and 8l about the stems extend from spring seats 82 and 83 in the end members 51 and 58 to abutments 84 and 85, afforded by the heads 86 and 81, fixedly secured to the stems, and exert a force therebetween to keep the face plate and diaphragm extended and to absorb the movement of the face plates between associated cars in a train. i

The buffer s'tem heads 86 and 81 are designed to cooperate with the bosses 63 amd64 on the brackets 6I and 62 in such manner'as to ren` der the action of the mechanism noiseless and.'

to return the face plate to its normal position parallel to the car end 30 after displacement.

. rubber 88 and 8U, vulcanized within openings 9| and 82 in the respective heads, and to the outer cylindrical walls of inner bearing members 83 and 84. On their inner peripheries the bearings 93 and 94-are conical to the same degree as bosses 63 and 64, about which they areadapted to engage in close frictional contact induced by bolts 95 and 96 threaded into the bosses and drawing the bearings up tight to prevent any rotative action therebetween. The heads of the' bolts seat against bottom plates 91 and 98, having guiding bosses 99 and entering recesses 0| and |02 in the bosses 63 and 64 to insure engagement of annular bearing surfaces |03 and |04 with the bottoms of bearing members 93 and 94, thereby to press Y such members into positive engagement with the bearings 63 and 64. Lock washers |05 and |06, interposed between the heads ofthe bolts and the plates 91 and 98, insure permanent retention of the bolts. The plates 91 and 99 each have extensions |01 and ,|06 bearing against suitable surfaces on the vertical flanges of brackets 6| and 62, thereby affording, in each connection, atwo-point resistance to bufling stresses and serving to eliminate the otherwise excessive bending moment in the respective single horizontal top anges.

Angular displacement of the face plate is resisted bythe torsional force thereby generated in the rubber 88 and 90, which also effects restoration of the face plate to its normal position parallel to the end wall 30. The inherent torsibility of the respective upper and lower buffer stem connections to the face plate is adequate to maintainproper relation of the face plate with respect to the car end at all times, the resistance of the rubber in torsion-al shear being directly proportional 'to angular displacement of the face plate.

Referring now to Figs. 1, 2, 3, 8 and 9, it will be seen that means are provided positively to prevent lateral movement of the face plate and to insure alignment thereof with the passage-A in a manner substantially-the same as the-con- The struts I0 and l extend fromthe face nection of the buffer stems 65 and 66 to the bearings 63 and 64, and since the connections of the upper device ||0 and those of theV lower member .are identical the following description is equally applicable to either The struts ||0 and have heds ||4 ilxedly secured thereto by welding, as at ||5, and each of which is provided with a rubber annulus H6,V

vulcanized within round openings ||1 inthe heads and to the outer cylindrical surfaces of bearings ||8 which, like the buier stem connections, are conical on their innerl surfaces |f|9 to cooperate with similar complemental surfaces on the bearings ||2 and H3, into engagement with which they are tightly drawn by bolts |20 to prevent any relative rotation therebetween by sheer frictional resistance. The bolts |20 are threaded into bearings ||3 and ||4, and exert an upwardly directed force on the bottom edges of bearings ||8 by means of bottomplates... |2| against which the heads of thebolts seatl `and are held from reverse rotation by lock washers 122.

secured to the car end wall 30, both top and Y 3| and l33, except for the fact that they are designed Vto Ycooperate with the struts ||0 and to function in a horizontal direction, and include cup-like receptacles 39 into which flexible units 40 are placed and through which the struts extend. The units are secured in place by cap rings 49, having annular projections 50 engaging the rubber 4| initially to compress it when bolts 5|v are threaded home in the receptacles39. The length of Ystruts ||0 and is variable by adjustment of nuts 45 at opposite 'ends of the respective unit cores 42. Connections of this type to the car end permit sufcient pivotal action to allow for necessary inand-out movement of the face plate while positively eliminating any movement thereof in a transverse direction, and the connections to the face plate allow for angling -of the face plate with respect to the car end in addition to the pivotal stress imposed by the in-and-out motion, and the resultant greater torsional strain, combined with lateral forces encountered, is better borne by connections of the type used at this ppint.

It is to be noted, looking at Figs. 1 and 3, that the strut is horizontal and slopes only in an inward direction toward the car end, but the strut I0 slopes inwardly from the face plate and in a downward direction toward the car 'I end for connection with the upper bracket 24,

which has the receptacle 39 arranged at an angle necessary to receive the strut, but if desired both struts may be arranged in like manl and to the side legs through the medium of Z` shaped members .|29, and is secured at its inner end to the inwardly vextending flanges of the top and sides of an extension structure |30 secured to the car end wall, and, in adjoining cars, coop'- erates with the diaphragms to provide a continuous enclosed passage from car to car'` since fthe seal afforded byv fabric 23 prevents the entrance of weather between the face plates At the bottom foot-plate structures |26 form a substantially continuous walkway between cars. The foot-plates each comprise a metal plate |3|, secured at |32 to the 'end sill' castingv 60 extending the width of the passageway'and resting at itsV free end upon a at plate |33, integrally secured to the horizontal flange 2| of the buffer angle by welding and forming a continuation ilush with the surface thereof, upon which the plate |3| slides as the face plates are affected by movement vof cars in a train. The plate |31 beyond the connection |32 is raised slightly from the end sill casting 60 to place the covering |34 on a level with the vestibule floor |35, and at its freevend slopes downwardly at, |36 to Arest upon thereon as Joining cars.

ly to the plate |3I, and provides a secure f octing for passengers passing through the vestibule. The rubber |34 extends beyond the free edge of the foot-plate and rests upon the plate |33 and the flange 2| of the buffer angle, and slides the face plate shifts. The rubber slopes at |36 with the plate |3| and from the base of the slope tapers, as at |31, to a substantially imperceptible edge closely adjacent the edge of the buffer angle, and affords a non-slip surface practically the full distance between ad- The portion of the rubber resting upon the buffer angle 'flange 2| and plate |33 is' arcuate at to permit angling of the faceplate without disturbingl the rubber, 'and the .closest space between adjacent edges of the rubber on adjoining cars is sufllcient to prevent displacement of the lrubber during normal buing -action between cars and affords a foot-plate extending practically to the bufllng surface of the buffer angle which, should the bufiing forces momentarily become too great, will be flexed sufciently to accommodate the inward movement and again return to its normal fiat position after release.

As shown in Figs. i and 2, the face plate l is equipped with lateral extensions providing a combination passageway and streamlining face plate to the peripheral contour of the car. The

extensions comprise wing members |40, hinged .top and bottom at |4| and |42, respectively, to opposite sides of the plate l0. The hinged wing `members each consist of a pressed plate flanged along the peripheral edge |43, and at the inner side rebent upon itself to provide a strengthening box section |44 and extending from the upper hinges |4| outwardly and downwardly, and connected with the lower hinges |42 by means of horizontal members |45 welded to the vertical legs of the wing members at |46. The wing members |4 are directly connected with the plate l0, an are controlled with respect to vertical and lateral movement by the struts 32 and ||0 and respectively, and the entire plate is e thus maintained in alignment with the passageits free edge, as shown in Fig. 2,

yment or filler members |64 way and car periphery without metallic contact with either. The upper and lower hinges |4| and |42 are alike, and, as shown in detail in Figs. 5 and 6, are novel in construction and operation. The hinge butts |41 are attached to the passageway. plate I0 by rivets |48, countersunk in the outer face of the plate, and the leaf portions are attached in the same manner to the wing members |40 by rivets |5|.

The leaf members |50 are each provided with a vertically disposed barrel |52 of greater height than the width of the attaching portion within -which a larger amount of live rubber |53 is disposed than would otherwise be possible, and vulcanized thereto. A central metallic core |54 is embedded in the rubber and secured by vulcanization, and is provided with a tapering depending integral extension |55, which enters the correspondingly shaped complemental opening |56 extending vertically through the hinge butt |41.

and is held in tight frictional engagementtherewith to prevent relative rotation by means of a nut |51, threaded on the end of the extension, and a lock washer |58. Thus it will be seen that the core |54 is fixedly secured to the passageway plate l0, and any pivotal displacement of the wing members |40V with respect thereto will be resisted by the rubber acting in torsion to restore the wing members to their ,normal positions. The upperand lower hinges at oppo -resist pivotal action of the wing members, and

by reason of the extended height of the barrels |52 a greater mass of rubber is contained in each hinge, providing torsional springs of greatly lncreased vresistance adapted resiliently to maintain the wing members in their normal position. The wing members |40, when in their normal position parallel to the main portion of the face plate l0, are inv a plane rearwardly thereof, as shown in Fig. 2, whereby complemental wing members of coupled cars on a straight track are out of contact with each other and are held in this position by the forces exerted by the springactuated hinges |4| and |42 against the resistance oered by a streamlining diaphragm |60 which connects the face plate and wing mem bers with the car periphery in a manner providing a substantially unbroken surface contour between cars, and conceals the face plate supporting .and control mechanism from view and limits the outward movement of the wing members |40.

The diaphragm |60 extends between and is held in place by'connections l6| of similar construction secured to the face plate and car end and serving to hold the diaphragm merely by clamping pressure. The diaphragm is of rubber and is provided with enlargements |62, which are engaged by the connections |6|. Flexible cores |63 are embedded in the enlargements and serve to prevent escape thereof from the connections |6| by preventing compression of the rubber, which would allow it to squeeze through the opening left by the clamp as the rubber is placed yunder tension. In Vthe application of the diaphragm |60 to the face plate and car end, abutand |65, attached to the face plate and car end respectively, are provided at the top and are so formed as to cause the diaphragm top to take a sinuous configurationV across the width of the car to relieve the tension in the rubber at points of concentrated stress, since the complete diaphragm is designed so as not to be placed under any substantial tension but merely sulcient to maintain the vertical side portions taut to present a smooth surface.

The filler members |64 and |65 have their greatest width at the position of the hinges |4| where the greatest movement of the face plate away from the car end occurs, as indicated in broken lines in Fig. 2, and thence taper in opposite directions toward the center and to the level of the inside face of the vertical legs |40 vat-the sides, whereby adjacent filler members on the face plate and car end are closest at this point, affording the greatest amount of slack in the diaphragm |60 to avoid stretching the rubber at either hinge point as the face plate angles in passing a lcurve. At the center between hinge points the diaphragm top is of provide more slack than at other points to take care of the outward movement of the face plate to the uncoupled position, since the vertical portions of the diaphragm at the sides are not stretched at any time due to the pivotal action of the hinges |4| and |42, the spring action of which is sufficient only to keep the sides taut, and the top between the hinge points and respective car sides will not be overstretched due to the convergence of the filler members |64 and |65. When coupled cars pass around a curve in the track the'hinged wing members on the outer side' of the cars will pivot about their hinge points as greater Width to the face plates angle, keeping the diaphragm sides taut but allowing a gap to appear between adjoining faces of the wing members, since the diaphragms are` not stretched, and at the inner side of the cars the wing members contact with each other to collapse l the diaphragms which, after release, are returned to their normal tautness by the action of the torsional spring hinges, but the main passageway portions I of the face plates remain in contact at all times.

Although the filler members |64 and |65 give the diaphragm top a sinuous contour in plan, this is hidden at the face plate by the overlying flange |66 and at the car end by an overhanging flange plate |61 the edge of which, when the face plate is in its normal coupled position, is parallel to the edge of the flange |66, giving a more vpleasing appearance and better streamlining.

The connections |6| comprise segmental clamping members |68 substantially co-extensive with the diaphragm. |60, engaging the enlargements |62 to secure the diaphragm to the face plate and car end by bolts |10 and |1|, respectively. The clamps |68 are angle-shaped, having a curved flange |12 engaging the rubber to prevent abrasion as the diaphragm is flexed, and a iiange |13 abutting the face plate or car end, as the case are forced toward their'respectiv'e car end walls,

and the outer diaphragms on the inside of the curve, in this instance, are caused temporarily to wrinkle.' When the cars again assume their positions on a straight track the diaphragms on both sides of the cars return to their normal taut positions and effectively carry out the smooth streamline appearance of the train in the spaces between the cars, as is diagrammatically best shown in Fig. 15. v

The function of the outer diaphragm is to close the space between the cars. It is preferably made of rubber or other suitable inherently elastic material, and has enlarged peripheral edges, a's best shown in Fig. 14. A core |63 in each of the peripheral enlargements is preferably exible so that the diaphragm can more readily be fitted to the contourof the car. I'he inside' edge of each peripheral 'marginal enlargement slopes inwardly and merges into the plane of the diaphragmv |60 `to form a shoulder. The clamping member |68 ofeach connection |6| terminates in a curved flange |12, which conforms to the contour of the may be, and confine the diaphragml edges against theA overlying flanges |66 and |61 under the action of nuts |14 and lock'washers |15, taking the bolts |10 and |1| on the face plate and car end, respectively. The ange |61 is curved at the exposed edge |16 also to prevent abrasion of the rubber as the diaphragm is flexed, and both of the overlying flanges |66 and |61 act to exclude the weather from the respective connections IBI.

The bolts |10, secured in the face plate, are provided with countersunk heads, and the bolts |1| are studs threaded into the car end and corner post |11. At the top where the studs |10 penetrate the filler members |65 and enter the end carline |19, collar members |80 are placed about the bolts to brace the fillers from the car end. It will be seen that `the elasticity of the rubber in the diaphragm is not relied` upon to compensate for the movement of cars in negotiating curves in the track, and it is not stressed or stretched beyond its elastic limit at any time.

Safety irons |8| and. |82, for the convenience of trainmen in'switching, are secured to the wing members |40, and the cross rod |83 is hinged to the passageway plate I0 at |84 in linewth the hinges|4| and |42.

The outer diaphragm is initially stretched a sufllcient amount to make it taut soI that it is free from wrinkles when the coupled cars are normally cn a straight track. The clamping means employed for holding the diaphragm in l place embrace the marginal portions only of the diaphragm, and the bolts and clamping devices do not penetrate the diaphragm itself. 'Thus it is seen that the diaphragm, when in place on the end of a car, is imperforate.

When the coupled cars assume an angular relation with respect to each other, as when they 'pass'over a curve, the cooperating wing memface contour of the cars temporarily is broken.

The abutting face plates are held tightly together,

, l so that the seal of thepassageway walls at all times is maintained when the cars are coupled tn.. gether.

The wing members on the inside of the curve i sloping shoulder on the enlarged edge of the diaphragm. This shoulder on the diaphragm cooperates with the curved flange |12, and is thereby held in place against the car end wall between the flange |66 or |61, as the case may be, and the corresponding clamping means |6|.

From the foregoing it will be seen that there 'has been provided an improved face plate and diaphragm construction wherein there is no supporting metallic connection between the face plate and car end, and in which all movements of the face plate are positively controlled and the diaphragm is free from stress, and normal parallelism of the face plate with the car end is assured by improved centering mechanism, and in which the passageway plates of adjoining face plates are out of metallic contact and provided with weather-excluding means.

Ideally, the corresponding wing members |45 (Fig. 13) at the adjacent ends of the coupled cars are in engagement with each other along their outer peripheral edges when the cars are on a straight track, so as to completely close off the" spacerbetween the cars to afford a continuous smooth outer contour and preserve the streamline appearance of the cars. Under these conditions, the diaphragm is under sulcient tension to make it taut and free from wrinkles. Obviously, this is an ideal condition and in actual practice it may be necessary to provide a` slight space between the corresponding wing members outwardly from the vehicle end wall, diaphragm supporting means for the free edge of the diaphragm connected to said vehicle and adapted to have longitudinal movement with relation thereto and being maintained spaced from the end wall at a variable distance dependent upon said longitudinal movement. of said supporting means with respect to said vehicle, the diaphragm being-supported along one of its edges in fixed relation to the vehicle end wall and held under initial tension between said vehicle and the cooperating diaphragm supporting means, and .se- .curedl at its opposite edges by independent and separate clamping means embracing the martudinal spaced relation the diaphragm imperforate.

2. For use between a pair of vehicles attached together in tandem in such a manner that they are free to assume different angular relations during their movement around a, curve, diaphragm supporting means forming a. part of one of said vehicles and maintained in variable longitudinal spaced relation to the end wall of said vehicle, such spacing being dependent on the angular relation of the vehicles, an inherently elastic diaphragm in the space between the adjacent end walls of the vehicles and supported along one of its edges on one of the vehicles and held under initial tension the cooperating supporting means, and secured at its oppositie edges by independent and separate clamping means embracing the marginal portions only of the diaphragm and leaving the dlaphragm imperforate and free to stretch and contract during angular movement of the vehicles. 3. In a vehicle having side walls and an end wall, an inherently elastic diaphragm extending at right angles outwardly from the vehicle end wall and having portions disposed in the outer planes of said side walls, diaphragm supporting means for the free edge of the diaphragm connected to said vehicle to the end wall, the diaphragm being supported along one of its edges on the vehicle end wall and held under initial tension between said vehicle and the cooperating diaphragm supporting means, and secured at its opposite edges by independent vand separate clamping means embracing the marginal portions only of the diaphragm and leaving the diaphragm imperforate.

` 4. In a vehicle having wall, an inherently elastic at right angles outwardly from the vehicle end wall and having portions disposed in the outer planes of said side walls, diaphragm supporting means for the free edge of the diaphragm connected to said vehicle and adapted to have longitudinal movement with relation thereto and being maintained spaced from the end wall at a variable distance dependent on said longitudinal side walls and an end between said vehicle andl diaphragm extendingv and maintained in longimeans embracing the Vmarginal portions only of the diaphragm and leaving the diaphragm imperforate and including an abutment engaged by the said enlarged margin. l

6. A diaphragm construction for vehicles comprising an inherently elastic diaphragm disposed in initial tension between adjoining vehicles, .'ieans for securing the diaphragm to the respective vehicles without perforation of the diaphragm comprising integral enlargements at the opposite edges of the diaphragm, abutment means on the vehicles and engaged with said enlargements, and an independent clamping member embracing each enlargement and having a free edge spaced from the adjacent abutment by a distance less than the thickness of the enlargement and curved away from the 'diaphragm to f prevent abrasion thereof.

7. For use in a train unit including a plurality of vehicles which are free to assume diierent angular relations during movement of thc unit around a curve, an inherently elastic diaphragm secured along one of its edges to one of the vehicles and secured at its other end under initial tension to supporting meansspaced from the last namedvehicle so as at least to partially close the space between adjoining vehicles, and means for securing the opposite ends of the diaphragm comprising independent and separate clamping means embracing the marginal portions only of the diaphragm and leaving the diaphragm imperforate and free to stretch and contract during angular movement of the vehicle.

8. In a vehicle, an inherently elastic diaphragm extending at right angles outwardly from the end of the vehicle, diaphragm supporting means for the free edge of the diaphragm connected to said vehicle and adapted to have longitudinal movement with relation thereto and being maintained spaced from the end wall at a variable distance dependent upon 'said longitudinal movement of said supporting means with respect to said vehicle, the free edge of the diaphragm being secured to said supporting means for maintaining the diaphragm under initial tension,

' fastening means in the vehicle adjacent to the movement of sai'd supporting means with respect to said vehicle end wall, the diaphragm being supported along one of its edges in xed relation to the vehicle end wall and along its opposite edge by the cooperating diaphragm supporting means and held under initial tension between the vehicle end wall and the supporting means, and being secured at said opposite edges by independent and separate clamping means embracing the marginal portions only of the diaphragm and leaving the diaphragm imperforate.

5. In a vehicle having side walls and an end wall, an inherentlyl elastic diaphragm extending at right wallland having portions disposed in the outer planes of said side walls, diaphragm supporting means f'or the free edge of the diaphragmconnected to said vehicle and maintained in longitudinal spaced relation to the end wall, the diaphragm being supported along one of its edges on the vehicle and held under initial ytension between said vehicle and the diaphragm supporting means, separate diaphragm supporting members on the said vehicle and on the spaced supporting said vehicle end and having an abutting face on the side of the fastening means away from the said supporting means, the diaphragm having means along its edge abutting against the said abutting face, and said fastening means including a member for holding said diaphragm means against' the abutting face and leaving the diaphragm imperforate.

9. A diaphragm construction for vvehicles free to assume different angular relations with respect to each other comprising an inherently elastic diaphragm disposed under initial tension between adjoining vehicles. means for securing the diaphragm to the respective vehicles without perforation of the diaphragm including integral enlargements at the opposite ends of the diaphragm, abutment means on the vehicle and engaged with said enlargements, and independent and separate clamping means embracing said end portions only of the diaphragmand leaving the diaphragm imperforate andf free to stretch and contract during angular movement ofthe vehicle.

ANDREW CHRISTIANSON. 

